Power system.



I iNvEN-ron R. VARLEY 6L W. W. MACFARREN.

POWER SYSTEM.

R. VARLEY V6I W. W. MACFARREN.

POWER SYSIEM.

APPLICATION FILED MAY 9. I9I2.

Patented Apr. 2, 1918.

fafa/1 .mHnH

R. VARLEY W. W. MACFARREN.

Powsa SYSTEM.

APPLICATION FILED MAY 9. 1912.

Patented Apr. 2, 1918.

4 SHEETS-SHEET 4.

INVENTOR WITNESSES RICHARD VABLEY, '0F ENGLEWOOD, -NEW PITTSBURGH, PENNSYLVANIA, ASSIGNO 0F JERSEY CITY, NEW JERSEY, A. COBCP .iEnsEsL END WALTEE w. MAGFAEEEN, or as To VAELEY DUPLEX MAGNET confirm, cannon or NEW JERSEY.

` roWEE sYs'rEn.

specification of Letters ratent.

Patented Apr. 2.71918.

Appuoatien mea any s, 191e. semi im. secan.

`part of this specification.

Our invention relatesto power plants and has particular reference to means for-automatically starting and controlling the engine. In the use of automobiles propelled b internal combustion engines the necessity ci cranking the engine to start lthe'same is at times a considerable inconvenience, and various devices accordingl have been proposed for obviatin the diculty.

We aim to rovi e means for turning over or cranking t e engine and in addition thered to means for the provision of light and ignition circuits. It may find embodiment, gen:4 erally stated, in preferably the form of a single system or se f-contained unit compris? ing a dynamo motor operatively associated with the engine, an accumulator iii circuit with the dynamo motor, and lamp and ignition circuits adapted to be fed from the accumulator and also ca able of being brought into circuit with the ynamo motor.

In the provision of means for startin the engine, lightness `of weight and sma ness y `ing the terininal ioating bearing for the Shaft of the controlling lever; Fig. 9 is a dief.

and compactness of form with the maximum service eiciency has been obtained by our arrangement which employs a small dynamo motor having in its capacity as a motor a high Starting torque which is transmitted t0 the engine shaft in a multiplied' or compounded manner through the intermediary of, preferably, compound aring. The invention also provides for riving of the dynamo motor as 'a generator by the engine, so as to furnish current for the light and ignition circuits and to store energy in the storage battery or accumulator for subsequent utilization thereof to run the dynamo motor as a motor, tostart the engine, andto feed the light and ignition. circuits.

The improvement. lso consists, in combination with the Yelements of the system above set forth, of new and improved means for effecting regulation and control of the unit or system as a whole. s

`A further ob'ect of our invention is t0 provide other new and improved features of construction, as will be hereafter more fully described.

We will now describe our invention, referring to the accompanying drawings, so thatmthers skilled in the art to which 1t appertains may understand, construct, and operate the same. i It Will be premised, however, that various changes may bef-made in the construction and arrangement illustrated without departing from our invention.

Figure 1 is a side elevation, partly diagrammatic, of a combustion engine or autovehicle type, showing our invention as applied thereto Fig. 2 is a top plan view-'of 'the same, this view also bein partly diagrammatic, Fig. 3 is a vertical longitudinal sectional view through the dynamo motor element and its associated mounting and apparatus for bringing about operative con- 'iection thereof with the engine and for effecting its. regulation and control; Fig. 4 -is a transverse vertical sectional view on the Aline 4--4 of Fi 3; Fig. 5 is a similar view vtaken in the p ane of line 5-5 of Fig. 3:

Fig. 6 is a similar view on the line 6-6 of Figx; Fig. 7 is a fragmentary horizontal sectional detail view showing the pivoted rod or shaft of the controlling lever mounted in the Casing of the dynamo motor and associated apparatus; Fig. 8 'is a vertical sectional view on the line .S-Sof Fig. 7 showgrammatic view of the electrical circuits and connections of the system and in the condition assumed when the operating lever has been moved to starting position and the dynamo motor operates to turn the engine crank; and Fig. 10 is a similar view showing the condition of the electrical circuits and connections when the starting lever has been moved in a reverse position and the dynamo motor operates as a generator.

All the main parts of ourdevice are preferably contained in a cast frame or casing 2, which maybesecured to or formed as a part of the casing of the engine 3, or may be carried by the'chassis of the vehicle (not ioo shown). This casing hasa suitable cover 4" for convenience of access thereto. Journaled in each end of the casing 2, -in suitable ball bearings 5, is the shaft 6 adapted to be brought into connection with the gearing 7 through the medium of suitable clutch mechanism 8. This gearing 7 comprises a Spur ,gear 9 carried by the engine shaft and meshing with an idler 10 which 1n turn meshes .with a gear 11 which has direct connection with the clutch 8. The gears may all be of the same size so that the rotation of the engine shaft will drive the shaft 6 at an equal speed when the engine operates to drive the dynamo motor as a generator.

It is obvious, however, that any other desired ratio of gearing may be employed. The clutch 8 maintains, preferably normally, connection of the shaft 6 with the engine 3 through the gearing described, and as such a clutch it preferably takes the form of a friction clutch which by reason of its capacity to yield will absorb and dissipate any severe shocks due to back tiring of the engine, and thereby prevents its transmission to the dynamo motor and connecting apparatus, it being apparent that such re-V verse or backward shocks might otherwise injuriously affect such mechanism. In Figs. 1, 2, and 3 we show such a clutch mechanism. It comprises a flan ed or disk-wheel lixei'lly carried by the sha 6 and retained in operative association with a cushioned clamp or friction element 8" in turn xedly connected to the gear 11. The opposite end of the shaft 6 may carry a clutch element 12 for effecting connection shaft of a fan, pump, or other mechanism 13 (Figs. 1 and 2). The dynamo motor 14 is mounted within the casing 2 and the armature 15 thereof is carried by the hollow shaft 16 loosely fitted on the shaft 6.

spur gear 17 carried by the shaft 16 meshes with a plurality of pinions 18 journaled on the spider or double armed member 19. The member 19 has a hub-like extension 20 loosely surrounding the hub 21 of a second spider or double armed member 22. This second spider 22 has loosely journaled thereon the plurality of pinions or second set of spur gears 23 which mesh with aV gear 24 carried by the hub 2O of the member 19. The hub 20 is.-preferably formed in two interlocking parts for convenience in mounting the drum 25, the hub 26 of which is loosely journaled on this sleeve-like hub 20. Internal spurvgears 27 are carried by thc drum 25 and mesh with the pinions 18 and 23 thereby substantially completing a double planetary gear arrangement in operative association with the armature shaft 16. Fixed to the shaft 6 is a ratchet wheel 26 in engagement with which are the spring pressed pawls 29 pivotally carried by the spider 22.

The drum 25 has a braking face 30 preferthereof with the ably peripherally recessed so as to permit of the mounting within the smallest possi ble space the braking elements adapted to coperate with the surface to hold the drum against rotation for the purpose to be hereinafter set forth. Referring to Fig. 5, it will be seen that the surface 30 is adapted to be engaged by a pair of oppositely d1sposed slices 31 carried at the upper ends of a pair of levers 32 and 33 pivotally mounted in suitable lugs formed on the upright walls of the casing 2. The lever 32 carries the terminal roller 34 adapted to be. engaged by a cam 35 upon the operating shaft 36, The lever 33 has like association with the cam 35 by means of a second roller 37 carried by a horizontally shiftablc rod 38 which has at one end pivotal connection Awith the lever 33 and is non-rotatably journaled at the other end in a suitable bearing 39 of the casing 2. This rod 38 may be formed in two pieces and such pieces adjustably associated with one another by means of a threaded connecting sleeve 40. By meent ing the cam 35 and brin lng the levers 32 and 33 in relation therewlth in the manner described enables the shaft 36 to be conveniently located along a corner of the casing. When it is desired lo brake the'drum 25 the operating shaft is rocked by shifting a suitable manual lever 41 fixedly carried thereby, so as to cause the cam 35 to `act upon and force outwardly in opposite directions the rollers 34 and 37 with resultant shifting of the levers 32 and 33 and attendant clamping of the shoes 3]. upon the frictional surface of the drum. The operating shaft is held in this position until after the engine has started, by means of a suitable ratchet and pawl arrangement hereinafter described.

In order to equalize the pressure on the brake shoes 31, the end of the shaft 36 is journaled in a floating bearing42, shown in Figs. 3, 7 and 8. This bearing 42 is mounted within a suitable recessed portion or guide-way 42 in the end wall of the casing 2 in such manner as to be capable of only horizontal shiftable movement therein; lsaid bearing being confined in and by means of the guide-way against vertical movement The capacity to lateral yielding of the bearing 42 makes each roller 34 and 37 a fulcrum for the pressure of the cam 35 exerted upon the other roller. As this equalizlng movement l of the cam 35 is slight in amountonly the respective terminal portion'of the rod is mounted in the floating bearing, the opposite end of the rod or shaft ing in the opposite end n Wall of the casing 2.

l VA flat or leaf spring 43 is fxedly secured at/an intermediate point to the top of the caslng 2 and curves downwardly in opposite directions, preferably uniformly, into termi- 36 being carried in preferably a fixed bear-V nal engagement with and exerts its pressure on the brake-shoes 31 to hold them normally out of en agement with the drum 25. By securing t e spring 43 to the casing 2 in the manner shown, each half of the spring exerts pressure on its respective brake shoe 31 independently of the other half and the other brake shoe.

y"From the above description it will be seen that if the drum 25 is held stationary by means of the braking mechanism and the gear 17 is rotated through rotation of the armature shaft 16 in driving of the dynamo motor as a motor, power will be transmitted to the shaft 6 through the double planetary gearing in the following manner: With the pinions 17 meshing with the pinions 18 said pinions 18 will travel around the internal gear 27 in mesh therewith and transmit power to the member 19 and gear 24. The gear 24 will in turn rotate the inions 23 which rotation will, by reason o the fixed condition of the drum, cause them to travel around the internal gear 27. This travel of the pinions 23 sets up rotation of the spider 22 loosely journaled on the shaft 6, and by the rotation of 4this spider the ratchet wheel 28 is driven through the medium of the pawls 29 which normally positively lie in engagement with the ratchet wheel, thereby. revolubly drivin the shaft 6.

By reason of 51e large gear reduction the engineA will be rotated at a very low speed just prior to starting thereof and the first few explosions in the cylinder may accelerateits speed with great rapidity, but as soon as the engine obtains from its own power a speed greater than that at which it is being driven by the dynamomotor through the gearing system( above described, thle spring ressed pawls 29 overrun the ratchet being riven at the advanced speed, allow-A ing the engine to speed nap instantly any ect desired amount without e ing the gearor dynamo motor.

n order to enable the engine to drive the dynamo motor as a generator to supply energy for the ignition, and lighting circuits and storage in the accumulator (to be hereinafter more fully explained) an automatic friction clutch 44 is rovide for connecting the armature sha 16 with the shaft 6 so that the dynamo motor may be driven in its generator capacity at engine s eed. This clutch 44 consists of a light weight drum 45, preferably formed of sheet metal, fixedly attached t0 the shaft 16. Carried by a double armed member 46 fixed to the shaft 6, are friction shoes 47 (see Fig. 4), which are adapted to Ibe forced by centrifugal action tightly against the inner circumferential face of the drum 44 when a moderate speed is obtained by the shaft 6 and therebytransmit power from the shaft 6 to the shaft 16. It is obvious that various forms of centrifugally operated clutching mechanism may be emplo ed inthe association of the shaft 6 with t e shaft 16, but the specific construetion lshown is preferably by reason of the fact that tight effectual, gripping or clamping action is had through the employment of a very sim le construction. In this construction, t: e shoes 47 are shown as being indirectly carried by the double armed member 46 through the medium of curved lever arms 48 each of which is pivotally Acarried at one end by the member 46 and has at the opposite end the adjustably secured weight 49. The shoes47 are carried by the arm 48 at a point near the pivotal point .of connection of the arms with the member 46 so as to compound the leverage action ofthe Weights 49, and interposed between the a'rms 48 and the member 46 are coiled contractile springs 50 which normally, in opposition to the tendency of the weights 49 to move outwardly, hold the lever arms 48 inwardly l theshoes 47 contracted from the face or the drum 44. Inward swinging or movement of the weights 49 may be limited by suitable stop lugs 51 carried by the member 46.

Referring to Fig. 4, it will be seen that the member 46 is provided with a pair of oppositely disposed pivotally l'ournaled bobweights 52 the outward swing of which through centrifugal force is adapted to be limited by means of stops or pins 53 carried by 'the member 46 and with which the weights 52 are adopted to engage. .Pivotally mounted at one si e of the casin 2, adjacent the operating rod o'r shaft 36 1s a pawl 54 which engages through moderate spring pressure a ratchet 55 xedly mounted on the shaft 36. A contractile spring 56 is anchored at one end to the casing 2 and connected at the-opposite end to a depending finger or lug portion 57 carried by the ratchet 55, and between the lugl57 and the dependin arm 58 of the pawl 54 is interposed a yiel able connection l59. The pawl 54 has a finger 60 extendin upwardly and provided with a terminal ba or rounded head portion lying normally. within the path adapted to be described by the bodies of the bob weights 52 when centrifugally extended. Upon slow rotation of the shaft 6A the bob weights 52 will wipe over the ball head without releasing thepawl 54, but upon the first explosion inthe engme and resultant acceleration of the rotatory travel of the shaft 6, one of the bob weights 52 willstrike the ball head a displacement blow suiicient to release the pawl from engagement with the ratchet 55. The spring. 56`will then immediately contract owing to the f ree condition of the ratchet 55, rotate the shaft 36 counterclockwise and therebwyrelease, by the attending back action or return of the cam 35 to nor mal position, the brake shoes 31, and through an Yiso the yieldablc connection 59 swing the ball end of the-paw] 54 out of the path of travel of the bob weights 52. As the engine gains speed, the pressure of the clutch shoes 47 'greatly to lie desired iii automobile construction.

From the above description it will be seen that power may be transmitted from the dynamo motor to the engine shaft through the reducing gearing and that the dynamo motor ma be driven bythe engine for gen-v eration o current, through the medium of the friction clutch automatically operated by the speed of the eiigne.

Electrical element and control. It is desirable thatthe means for making and braking the electrical circuits in their relationshi to the dynamo motor element (said circuits to be hereinafter set forth be coupled and operate in unison or sync ro- -nism with the manual mechanical control of the dynamo motor and associated parts. While this is one of the objects of'our invention we do not, however, limit ourselves to such an arrangement, it being apparent that the electrical control and the mechanical control of the apparatus may each be capable of separate government.

In the diagrammatic views of Figs. 9 and 10 are Shown a light circuit, a'coil or coil circuitsin ignition capacit to spark plugs, an accumulator or storage able switch or controller means, all of which may be appropriately distributed throu hout the ve namo motor component. The conditions outlined. in Fig. 9 are those forfeeding current to the vdynamo motor for driving thereof, from energy which we will assume has been stored in the battery 61 from previous pvoperationpf the dynamo motor as a dynamo or eneratorl- In this case the current from .the attery 61 passes through a suitable plug switch 62 to a switch lever or controller 63 whichl has operative insulated connection to the manual operating lever 41. The controller 63 makes connection with a contact 64 from which current passes to the lamp circuit 65 and through a ground connection back to' the battery. Ground connections may be attery, and suiticle, in combination with the y- .nection 80, the fine relay made in any suitable manner such as by groundin on' the framework or chassis of the vehic e;

From the contact 64a circuit is led to spark'coils 66 to establish an i nition circuit leading to a suitable distri uteil` 67 and spark plugs 68, through grounds, back to the battery 62. The dynamo motor 14 has connectio'npwith the battery lthrough. the circuit leading from the controller 63 to a contact 69 and thence through the differential relay winding 70'to the brush 71, thence through thecomnjiutator 72'and through a high speed or torque winding in the armature 15 to the brush 73, then to the .coiiiiec` tion 74 where the current divides, part of it going to the brush 75 and the coinmutator 76, through a low speed or charging winding of the armature l15 to the. brush 77. From this brush current passes to'the series eld winding 78 and the differential relay winding 75l to the connection 80 and'then throu h a ground back to the battery. The aral el portion of the current leadin from t e connection 64 passes throughn t e shunt field winding 81, through a ground .back to the battery. In circuit with the shunt winding 81 may bea suitable fuse 82 'to protect the dynamo motor a ainst destructive resistences-when that e ement operates as a generator.

.It will be observed that the relay winding 70 and the winding 79 are opposedz the c urrents passing' through in op osite directions so as to neutralize each other. As the 100 full current passing to the lbrush 71 leads through the winding 70, and only a portion of the current returns through-fthe liner winding 79 it is necessary to provide more coilsin the winding 7 9 than in the winding 105 70 so that these two windings may exactly neutralize eachother and thereby create no movement of the amature 83.

lWhen the engine starts and the lever 41 is thrown to the left to non-braking posi- 110 tion through the action of the centrifugal clutch and the sprin 5.6, the lever or controller 63 is shifted t ereby to the position shown in Fig. 140, in which condition the controller maintains the lamp circuit 65 115 throughcontact 84. In this Fig. 10 the lighting and ignition circuits have been omitted for the reason that their condition is the same whether-the dynamo motor is running as a motor or as a. generator. Driv- 120 ing of the dynamo motor so as to rotate the armature 15 causes current to pass from the brush 75 through the shunt field 81, the conwindin 79, the series field winding 78 back to therush 77, 125 thus establishin 4a circuit which energizes the core of t e windings 70 and 79 and draws the armature 83 a ainst the'V contact 86. No current 4passes t ough the commutator 72 or the relay winding 70 by rea- 130 nection 88 and throuh the rela brushV 77 ,ture- 83 into engagement vwith the contact. 86 closes the circuit between the brush 7'5A and the controller 63 from whence current may flow through the batter'y 61 to the ground connection 8,7, thence to ground conwinding winding 8 back to Current may also flow from the controller 63 to the contact 84 and through 79, and the series el the lighting and ignition circuits and their ground connections back to the nection 88 and to brush 77.

It will be seen (Fig. 9) thatwin starting, the current in the series field 78'iows in the same direction as in the shunt fieldI 81;, so that these windin each other. In c erging, (Fig. 10), these windings are in opposition to one another and such conditioncauses the series field winding to o erate gainst'abnormal flow `of current. Xs stated above, the armature has a high and a lowwinding. That is, the Jfhigh speed or torque winding is one having a greater capacity .for speed by reason of more,turns of winding than the low speed ground conwinding. These two windings assist each other when the dynamo motor ,is ruii as a motor, with the high winding connected to the commutator 72 producing a starting torque exceedn several times the torque which could be o tained from the low winding` connected to the commutator 76.

he operation of the system will be clearly understood from the above description. The battery 61 is kept fully charged by the dynamo motor acting inits generator 4capacity when the engine is running. The

`light and ignition circuits may be at all times :connected to the battery, receiving current from either of the contacts 64 and 84 when the plug switch 62 is connected. The capacity of the dynamo motor as a generator does not exceed the voltage of the attery. Under these conditions, if the bat tery should become disconnected, destructive rising of the voltage would be prevent ed by the fuse 82, thus protecting the generator windings. When the lever 41 is shifted to startin position` as shown in Fi 9 themechanica elements are set in con 'tion to drive the engine as previously described herein and electrical connections are made to operate the dynamo motor as a motor by current supplied from the battery or accumulator 61. After the engine has started under its own power, upon acquirement of moderate speed the lever 41 and associated electrical lever or controller 63 are automatically thrown over to charging position; the geared connection between the dynamo motoi` and engine is thereby made inoperative and the centrifugal clutch automatically may be said tov assist brings the generator to engine speed.l and holds it there as long as tlieengi'ne is running. Any accidental shifting of the lever 41l to startin position Iwhile the dynamo motor is wor ing as a generator, with resultant brakin or partial braking of the drum 25 wouldgbe lmomentary by reason of the action of the bobweights, furthermore,

the centrifugal clutch 44 would 'slip so as to offset any braking action of the drum.

While we have described the dynamo'motor as having a torque sucient, when'compounded by the caring, to start the 'engine y turning the s aft thereof, we do not desire to limit ourselves to the employment of thereducing or compounding gearing with a motor having such torque as its maximum power. That is, with employement of a starting motor of greater motive force in connection with the gearing described, a

mixed power set may be obtained in which Y the' motor may -be used to assist the engine in driving and which finds embodiment in apparatus moderate in dimensions and noncumbe'rsome in form.V

Other changes will suggest themselves to those skilled in the art, which would not be departures from our invention; Although we speak of the starting motor as bein an electric motor, it will be apparent wit .out necessity of specific illustration, that any other suitable form of motor may beeinployed in lieu thereof. Also, when we speak of the dynamo motor as being a single combined generator and motor, we do not limit ourselves thereto for it is obvious that a distinct separate dynamo or generator and mo- 4tor may be employed in operative association in the manner above described. Theseparate dynamo and motor may employ a common shaft, and when, in the claims, we speak of a motor element without reference to a dyname or generator, or vice versa, it is to be understood that such designation of one does not include, unless otherwise stated, in the combination the other element.

Having thus described our invention, what we claim and desire to secure by Letters Patent is:

, 1. In power systems of the class described,

a dynamo, a shaft therefor, an engine shaft, manually controllable means to connect engine shaft with one end of the dynamo shaft whereby' the dynamo shaft may drive the engine shaft, and centrifugally operable means to connect said engine shaft with the other end of the dynamo shaft.

2. In power systems ofthe class described, a dynamo, a shaft therefor, an engine shaft, manually controllable means to connect said engine shaft with one end of the dynamo shaft, said means including a friction coupling, and automatically operable means for connecting said engine shaft with the other end of the dynamo shaftico 3. In power systems of the class described. an engine, a shaft-for the engine, a motor,

a shaft therefor, gearing concentricallymounted with respect to the motor shaft and arranged to transmit power from the motor to the engine, a gear on the'engine shaft, gearn carried on the motor shaft and 0perative y associated with the gear on the en'gine shaft, a clutch interposed between the last named gearing and-motor shaft, and means for disconnectir; the motor from the engine, operatively ependent upon the speed of 'the engine.

4. In power systems of the class described, an engine, a motor, planetary gearing adapted for transmission of power from the motor to the engine, 'brakin means associated with the gearing, manua ly operated means for controlling the brake, means for holding the brake in an adjusted position, means for releasing the brake, dependent for operation upon the speed-of the engine, and means for returning the manually operable means to normal position upon the release of the brake.

5. In power systems of the class described, an engine, a dynamo motor, a, planetary gear set for vtransmitting power from the dynamo motor to the engine, a brake controlling transmission of tower, a rock shaft, a cam on the rock s ha for setting the brake, a ratchet on the rock shaft, a paw'l engaging Uni of this patent may he obtained for the ratchet to keep the brake set, .and a spring' for releasing the brake when the pawl is disengaged from the ratchet. Y

6. In power systems of the class described, an engine, a dynamo motor, a planetary gear set for transmitting 'power from the dynamo motor to the engine, a brake controlling the transmission of power, a rock shaft, a cam thereon for setting the brake, a ratchet on 'the rock shaft, a pawl in engagement with l and having an over all diameter less than the gears.

In testlmony whereof, We have hereunto, set our hands.

RICHARD VARLEY. WALTER W. MACFARREN.

Witnesses M. A. BARTH.

ve cents each, by addressing the Oommimoner of Patents.

Washington, D. 0. 

